Question for Peter if I may re: Trident Flaps

[TSR2]

As there were no ferry flights to China left I went to Aldergrove for the Supper Shuttle flight in Shuttle 9J....

[Filonian]

Very nice Ben, thanks for posting.

Which Aldergrove scenry is that?







Graham

[speedbird591]

Wow! Fantastic screenshots, Ben. They look like photographs - except that they're better than most photos!

Ian

[speedbird591]

Thinking about using Seventies or Eighties AI for Kai Tak (FS9) but have absolutely no idea about how to do it or change them over with my present AI!! Maybe one day when I find some spare time I will print out some instructions and then have a go!!

I might be able to save you some time, Nigel. I put a package of AI together for FS9 Kai Tak a few years back - similar to the one I did for DM's Manchester that I think I gave you. If I remember correctly it included all the aircraft and traffic files you need. I spent weeks trawling Avsim for suitable 70s and 80s aircraft and wrote some simple flight plans so they flew out to a Taiwan airbase and back. It was because I wanted to keep that traffic separate from my modern traffic everywhere else.

Anyway, if you think it might suit, I'll have a look for it and pop it on a disk and post it to you. Leave me your address in a PM before you go offline as I think I've lost it. It's not suitable for FSX as it includes an FS9 afcad file to give extra parking at Makung AB which it needs for the traffic to work. It includes full instructions

Ian

[TSR2]

Cheers chaps, it was quite an enjoyable flight with no traffic in my way. Left from Terminal 5 and got a 9R departure so no taxiing half way round Heathrow. On the way into Aldergrove there was nothing holding me up and only an Emerald 748 and Star 767 on the ramp... and of course G-AVFE on the fire dump

[EDIT]

Hi Graham, that's the most excellent Belfast Extreme from the UK2000 team. You get the airport for both FSX and FS9 for your cash and, as with all of their stuff its superb. I have their Edinburgh, Belfast, Newcastle, EastMids and London City. If I could justify it I's buy all of the rest too, but don't fly there often enough... although I'm thinking about Heathrow

[petermcleland]

Nigel,

Sorry to be late replying...flap retraction speed was set by P3 when he filled in the vital data card...All the speeds on that card depended on the aircraft weight. There were two possible flap settings for take-off and which one to use also depended on a few things that P3 looked up (runway, temperature, weight). P3 wrote the V speeds on the card and he also called out "V1" and "Rotate" on the take off run. When at safe height and attitude the handling pilot called "Undercarriage Up" then he watched the speed increasing and at V2+10 knots he held the speed at that for the initial climbout. At acceleration height (depended on the airport) he would lower the nose a bit to start increasing speed. as the speed passed V2+30 knots he would call "Flaps Up" and at 250 knots he would call "Droop Up". All the selections would be made by the non-handling pilot and P3 would monitor closely the hand doing the selection and be ready to seize it with both hands round it's wrist if the hand was going to the wrong lever (my hand was seized in this way once and of course I felt very embarrassed, but I did thank him profusely). Non-handling pilots got into the habit of placing the hand on the lever and saying "Flaps" or "Droop" and after a brief pause, saying "Up" or "Down" as they moved the lever.

When slowing down at the end of a flight, droop would be selected as the speed came to 250 knots. Then if you were going into a holding pattern at 210 knots with 10 flap you would select that flap as soon as the droop was down. Otherwise you might wait a bit to select flap later in the approach and in this case it would be 15 flap as the speed came down through 190 knots. In a full instrument approach the Undercarriage would be selected as the Glide Path reached one dot to go and the rest of the flap would be fed in in chunks while established on the Glide Path the final lump of flap would be selected as the speed was coming down to about VAT+10 knots.

[dfarrow]

Nigel , Peter's got it spot on , I was one of spotty youths keenly watching his hand ! Without offending him ( he's well senior to me ) . I thought the droop had to travel up or down between 225 and 250 kts , and speed had to be held between those whilst it was traveling ; but memory is fading . Hopefully Dave B will be able to post some Trident , 111 , Tristar navlogs with explanations on site shortly . I'm hoping Peter M will be able to explain more than I can .
Rgds dave f .

[Filonian]

[EDIT]

Hi Graham, that's the most excellent Belfast Extreme from the UK2000 team.

Many thanks for that Ben.

For FSX I have so far got Heathrow Extreme, Edinburgh Extreme and UK 2000 VFR Vol. 3.

I am well satisfied with them, and will probably work my way through the rest.


Graham

[DaveB]

Graham..

If you already have FS9 versions of these, you should be able to download FSX versions for free. There have been updates to a few for which there's a small charge
ATB
DaveB

[petermcleland]

Nigel , Peter's got it spot on , I was one of spotty youths keenly watching his hand ! Without offending him ( he's well senior to me ) . I thought the droop had to travel up or down between 225 and 250 kts , and speed had to be held between those whilst it was traveling ; but memory is fading . Hopefully Dave B will be able to post some Trident , 111 , Tristar navlogs with explanations on site shortly . I'm hoping Peter M will be able to explain more than I can .
Rgds dave f .

Dave Farrow is probably right about those droop speeds as he was probably on Tridents for even longer than I was...And First Officers are always right about these things anyway! In my defence, I remember taking off one warm sticky night from Luqa, Malta and Maltese people are generally of short and stocky build and when they walk out to the aeroplane they are always carrying several very heavy cabin bags. We had a full load that night and I'm pretty certain that we were actually heavier than the ships papers said we were!...This was verified when, on the climb out, I retracted droop at 250 knots and there was an immediate but brief period of "Stick Shaker". I think I probably got into the habit after that of not bringing droop in until 250 knots.

Navlogs on the Trident were great...I might even have the odd one in my old briefcase up in the loft!